Accelerator for internal-combustion engines



2 Sheets-Sheet 1 E ate z wara FDec. l8 1923.

E. F. BATEMAN ACCELERATOR FOR INTERNAL CYOMBUSTICN ENGINES Fi led March 14,

Dec. 18 1923.

E. F. BATEMAN ACCELERATOR FOR INTERNAL COMBUSTION ENGINES 1923 2 Sheets-Sheet 2 Filed March 14 Patented Dec. 18, 1923.

ENNIS F. BATEMAN, F DALLAS, TEXAS.

ACCELERATOR FOB INTERNAL-GGMBUSTION ENGINES.

' Application filed. March 14, 1923. Serial No. 625,016.

To all whom it may concern:

. Be it known that I, ENNIs F. BATEMAN, a. citizen of the United States, residin at Dallas, in the county of Dallas and iitate of Texas, have invented certain new and useful Improvements in Accelerators for Internal-Combustion Engines, of which the following is a specification.

This invention relates to accelerators for internal combustion engines in general and more particularly a applied to engines in automobiles of the Ford type.

The main object of the invention is to provide an accelerator of this character, which can be easily installed in the motor vehicle and which is of very simple construction, while very effective.

In the accompanying drawings one embodiment of the invention is illustrated, and

Figure 1 shows a fragmentary side elevation of an engine of a Ford car;

Figure 2 is a top plan view of Figure 1;

Figure 3 is a section along line 33 of Figure 1 Figure 4 is av fragmentary rear end View of Figure 1; and

Figure 5 is a fragmentary longitudinal section of the floor of the automobile.

In the drawings, reference numeral represents the engine block of an internal combustion engine as installed in a Ford automobile, and reference numeral 11 is the intake manifold to which the carbureter 12 is attached in the usual manner.

On the engine head 14 is secured an L- shaped bracket 15 by means of one of the engine bolts 16. Upon this bracket 15 is placed the push rod guide 17, which is bent at its lower end to form, a bearing of the push rod 18 running at substantially right angles through the same, and preferably slightly arched. This guide 17 has a split foot 19 with a longitudinal slot 20 adapted to engage with the clamping bolts 21 threaded in the angular bracket 15. The bolts preferably are provided with washers 22 straddling the slot 20 so as to obtain a good hold on the foot 19 of the guide 17. The adjacent faces of the guide 17 and the angular bracket 15 are ruffened or grooved so as to obtain a good hold after the guide has been adjusted upon the bracket 15 and secured thereon by means of bolts 21.

The upper end of the push rod 18 pro jects through a suitable opening 23 in the inclined floor board 24, and its free end is provided with a button 25 riveted thereon.

A short distance back of the opening 23 in the floor board is positioned a foot rest 26. This foot rest is preferably made of band iron and bent in U-shape and provided with upstanding side horns 53, as best seen in Figures 2 and 5 of the drawings. The operator places the hollow of his foot in this U-shaped rest with the heel of his shoe pushed against the rear side of the foot rest, and in this position the button 25 on the push rod 18 will contact with the sole of the shoe, which makes a very comfortable arrangement for operating the accelerator push rod. 7

The lower end of the push rod 18, which is hooked as at 27 engages in a suitable aperture provided in a two-armed lever 28, to which it is held by a cotter pin 29, as best seen in Figure 3 of the drawings. This two-armed lever 28 is centrally ournaled as at 30 on the lever bracket 31, which is secured by a stud bolt 32 on the valve cover of the engine. The other arm of the twoarmed lever 28 engages with the hooked end 33 of a tension rod 35 held in position by a cotter pin 34. The forward end of this tension rod 35 is hooked into an arm 36 and held in position therein by means of a cot ter pin 37. This arm 36 is clamped by means of two screws 38 and a bridging strap 39 to the fuel throttle 40, which is j ournaled as-at 41 on the top of the carbureter 12. To a sideways projecting finger 42 of the throttle 40, is secured one end of a tension spring 43, the other end of which is held firmly in position to the side frame 44 of the automobile by means of a bolt 45, as best seen in Figures 2 and 3. In this manner the throttle is properly balanced so that no unnecessary wear will take place on the same with this accelerator attachment, giving the same length of life to the throttle for the same amount of strvice as an ordinary throttle without the accelerator attachment.

On top of the finger 42 is swiveled on bolt 46, a clevis 47 having slidable engagement with the tension rod 48, one end of which is pivoted on an arm: 49, which is attached to the torsion bar 50 running parallel to the steering post 51 and carrying the usual hand lever near the steering wheel.

The engagement between the tension rod 48 and the clevis 47 is sufficiently loose to permit the sliding of the elevis upon the rod when the foot accelerator is used and on the end of the tension rod 18 is adjustably secured a clamp 52, whereby the amount of throw of the throttle 4Q will be regulated for operating the same by hand.

With the parts installed, as described, in a Ford automobile,it is evident that the accelerator can be easily and properly operated by foot, leaving theoperators hands free for other duties, which is of great advantage.

g It will be noticed that as the parts are all carried on the engine itself, the floor boards may be removed at any time when it is nec essary with'out 'deta'ching any brackets or removing any bolts, particularly as there is no part of the accelerator s'ecuredon the dash board. p

Another go'o'd feature about the mounting of the push rod 18, is that by adjusting the 'puslrguide 17 up or down on the angular bracket 15 by means "of bolts 21, the push button 25 can be positioned in the most convenient manner for'the operatoi"s foot whether long or short. For this reason the length of the opening 23 in the floor board, aisles have sufiicient length and width so that the rod has room to move forward or rearward therein, or the board may be removed over the button 25 Without detaching the piisli rod 18.

Some of the a dvantages that this accelerat'or has over otherson the market are-that itiney'er hangs oi sticks; always works easily and as; ajconsequence'does not the the operatorsfoot; it does not jerk or jolt, when going over ma h'rsau's and it is safe, sure and durable.

Still another advantage is that the throttle may be operated either by hand or by foot, one operation not interfering with the other.

The particular construction'of the foot rest and its position near the button 25 of the push rodlS gives a firm hold for the operator s foot, which can slip neither forwardinor to right orleft when the foot is placed thereon, as the side horns 53, by engaging withthe'sides of the shoe properly locate the foot for operating the push rod 18.

Having thus described the invention what is claimed as new is:

1. An accelerator for internal combustion engines con' prising a push rod, means. for connecting said push rod with the fuel throttlefo'n the engine carbureter, said means including a spring tending to hold said throttle in closed position, said push rod e1:-

r, j tendlng through the engine floor, ,a;gu1de for the push rod provided'with a split foot, and elements adapted to engage said split foot for adjust-ably securing said guide to the engine body. l V

2. 'An accelerator for internal combustion "engines comprising'a push rod, an adjustable bearing for said push rod secured to the engine body, and means for connecting said push rod with the fuel throttle on the engine carbureter, said meanshincluding a spring tending to hold said throttle in closed position; said adjustable bearing including an angular bracket bolted to the engine head and a guide for the push-rod, said guide having a split foot and bolts tapped in said bracket and engaging in said split foot'for adjusting the relative positions between said guide and said bracket.

In testnnony whereof I aifix my signature.

ENNIS F. BATEMALN. 1,. 5. 

